Rail-stay.



H. e. GILLMOR.

RAIL STAY. APPLlCATlON FILED MAY 7. I915.

Patented Jan. 28,1919.

' l witmawc o to the rail.

" UNITEI STATES PATENT oFmcE.

HOBATIO G. GILLMOR, OF WASHINGTON, DISTRICT OF COLUMBIA.

RAIL-STAY.

Application flle d May 7, 1915.

To all whom it'may concern:

-Be it known that I, HORATIO G. GILLMOR, a citizen of the United States, and a resident of lVashington, in the District of Columbia, have invented a new and useful Improvement in Rail-Stays, of which the following is'a specification, accompanied by drawings.

This invention relates to devices known as rail sta s, rail anchors or anticreepers and one 0 its objects is to form a simple device which will prevent the longitudinal movement of the rails of railways.

Another object of the invention is to provide for an increase of the gripping action of the device whenever slight forward movement of the rail occurs.

A further object is to provide certain arrangements whereby the elements of the device are held in gripping engagement with the rail as against any forces, such as those" set up by changes of temperature, vibration, etc.,- tending to produce a loosening-of the device upon the mi];

The invention is illustrated in a preferred embodiment in the accompanying drawing, in which:

Figures 1, 2 and 3 ape, respectively, a bottom view, a side elevation and an end elevation. Fig. 4; is a section through the arts at the plane indicated by X X in l ig. 1, showing the relative position of the parts when the rail stay is being applied Fig. is a View of thecross bar and Fig.6 a view of the tie-engaging keV. f

imilar letters apply to similar parts throughout the 'several views.

Inthe embodiment of the invention illustrated in the drawings A is the rail, B the cross tie, C the rail .base engaging cross bar and D the tie engaging key. The cross bar has a jaw E at one end, formed by overturning a. portion F of the end of the bar aml' the end of F is rounded at G to facilitate the engagement of the jaw E with the base of the rail A. The other end of the cross bar C has an arm H the end of which is fw' ned with surfaces I to the upper surface of the rail base and a surface K to engage the rail edge. At L, the cross bar C is provided with curved surfaces arranged to engage surfaces M of the key 1). The cross bar C is preferably, though not necessarily, formed of spring steel and has, in its normal unstrained condition. the form shown in Fig. i. The key I) D.

Specification of Letters Patent.

en gage Patented J an. 28, 1919.

i rial No. 26,617.

ing the key D in engagement with the cross bar C, as illustrated in Fig. 4, and

then applying the cross bar transversely to the rail with the rounded part G of the arm just about to engage with the upper part of the rail base and engaging the opposite upper surface of the rail base. The cross bar and key are so formed as to permit them [to be placed in approximately the position illustrated in Fig. 4. without the use of much force and, in this position the cross bar will engage the bottom of the rail at T. The jaw E is so formed that when the cross bar C is in operative position the rail base will be firmly gripped by the jaw E. To get the parts into this operative position the cross bar C is driven transversely and, while so driven the cross bar C will fulcrum at T and forces will be exerted tending to pull the arm H downward. As soon as the cross bar C has reached the proper position these forces will cause the surface K of the shoulder to engage the edge of the rail base. The arm H will be lowered somewhat and the key D will take up a new position the surface M moving on the surface L of the cross bar. To complete the locking of the parts in operative position the key I) is forced to 'move angularly about the cross bar C. until the surface U is in full engagement with the rail bottom. This angular movement of the key D pulls the arm H downward, causes the surface I of the arm H to press down upon the upper surface of the rail base and the surface K of the cross bar C to press transversely against the edge of the rail base and strain the body of'the cross bar C so that the cross bar, in tending to resume the form from which it was sprung, presses the surface U of the key I) upward against the rail bottom. The key I) is rounded at V to facilitate the driving of the key into position. From the form of the key it will be seen that when the key is in its final position as shown in Fig. 3 it is locked against angular movement in the plane of the cross bar by the engagement of the surface U with the rail bottom against which it is pressed by the pressure of the cross bar C upon the key The engagement of the surface K of the cross bar C, with the vertical edge of the rail base prevents any transverse move ment of thecross bar C upon the rail base, and the parts are thus securely locked in their operative positions so that the device cannot be loosened or detached by vibration or reverse movement of the rail.

The arrow in Fig. 2 indicates the direction in which the rail tends to move and this direction will be referred to as forward and the reverse direction as backward. The grip of the jaw E upon the rail base is such that, as the rail moves forward, E is carried forward and the cross bar tends to assume the skewed position, indicated by thetlotted lines in Fig. 1, the body of the bar 0 being held against the forward movement at R by the engagement with the shoulder Q of the key D, which is held by the engagement of the face 0 with the tie. The arm H of the cross bar C'coacting with the key D grips the rail base between the surfaces 1 of arm H and U of he D and tends also to move forward with t e rail with the effect that 'the cross bar is canted from the vertical, as indicated by the dotted lines in Fig. 2. The

skewing of the cross bar (I causes the rail base to be gripped between the yaw E and the shoulder K with increasing (force; and,

at the same time, the stress in the transverse,

portion of the cross bar C tendsto press the key D upward against the rail bottom. The canting of the cross bar C from the vertical still further greatly increases the downward pressure of the surface I of the arm H and the upward pressure of the surface U of the key D upon the rail base flange. In

this way even small movements of'the rail, by the double action described, so greatly increase the grip of the device upon the rail as to eliectually hold the rail against further forward movement.

Backward movement of the rail will carry with it the entire device the face '0 of key D leaving contact with the tie li If the key D should be sufliciently held by the ballast or by contact of the tie engagin face N -with the tie adjacent to the tie B hecross bar might resume the position shown by the full lines in Figs. 1 and 2 and might even move in the backward direction out of the transverse and vertical, but the device will still be so effectually looked upon therail that no movement of this kind nor any vibration of the rail will loosen the device.

1 construct the key D with tie engaging faces N and Oso that the device may be applied to the rail with either side to the tie or engage faces of two adjacent ties. This has the advantage of simplifying the application and makes the devicev adaptable to special conditions and available for limiting creeping movement of the rail in either direction.

Obviously some features may be used without others and the inven tion may be embodied in widely varying forms, within the skill of the artisan.

Therefore, without limiting the invention to the construction shown and described or enumerating equivalents, I claim and desire to secure by Letters Patent:

1. A cross bar for rail anchors constructed with a jaw at one end adapted to grip the rail base at one side, an arm at the ethosend adapted to engage the rail base edge a surface adapted to engage the upper surface of the rail base and a portion, intermediate of said jaw and said arm adapted to engage the rail bottom, all so arranged.

that when said jaw engages the rail base at one side forced transverse movement of said bar will cause said arm to spring into position engaging the opposite edge and upper surface of the rail base.

2. A cross bar for anticreepers constructed with arms at the ends thercoi adapted to engage upper sur faces of the rail baseand curved surfaces below one of said arms adapted so to engage a cey as to permit angulanmovement of the key in the plane of said bar.

3. A pressure producing element for raii anchors constructed so to engage a rail base engaging cross bar that angular move ment of said pressure producing part in n. plane transverse to the rail will force sun sees of saidprcssure producing part into cnga 'ement with the bottom of the rail and thereby produce pressure of the rail base eii'gaging cross bar downwardly up'ontbc up per surface of the rail base. v

41. A pressure producing element for anti sleepers constructed with a tie engagin portion, a curved surface adapt-ed. to eng, with a crossbar and a rail bottom engaging surface, all so arranged that said element may be forced into en gagemcnt with the rail bottom by angular movement in relation to and in the plane of the cross bar.

5. A pressure producing pant for rail stays constructed with tie engaging portions at opposite sides of said putt, rail bot tom engaging and curved cross bar engaging surracos.

6. A rail stay, -omp rising a railgripping clement constructed to engage upper sun faces of the rail base at opposite sides of the rail and a part so engaging said gripping element and the rail bottom as to be angularly movable in a plane transverse to the rail for cli'ccting the gripping action of said element.

7. A rail anchor, comprising a rail misc flange gripping mem er and a rail bottom"; engaging part constructed with tie engaging portions on opposite sides thereof so engag ing said; member below the rail as to be adapted to move angularly in relation to said member to client the gltipping action.

8. A rail anchor comprising a rail gripping element constructed to engage upper surfaces of the rail base at opposite sides of the rail and a part, constructed to engage a fixed portion of the roadbed in opposition to the tendency of the rail to creep, so engaging said gripping element and the rail bot tom as to be angularly movable in a plane transverse to the rail for effecting the gripping action of said element.

9. A rail stay, comprising a flange embracing and gripping element and a tie engaging, pressure producing part constructed ,to engage with the rail bottom and said element so arranged that longitudinal movement of the rail with relation to said part will produce angular movement of' said nange embracing element about a transverse axis and a vertical axis and automatically increase the gripping action of the device upon the rail.v

10. A rail anchor, comprising a transversely extending part engaging with the top and edge of the rail foot flange at one side of the rail and with the top and bottom of the rail at the other side of the rail and a vertically extending.partconstructed so to engage with the bottom of the rail foot flange and with said transversely extending part as to be movable angularly in a plane transverse to the rail.

- 11. A device for preventing the creeping of rails, comprising a transversely extending part engaging with the upper surfaces of the rail foot flange at opposite sides of the rail and a vertically extending transversely rotatable part engaging with said transversely extending part, the bottom of the rail and a face of a tie.

.12. An anticreeper for rails comprising a bottom engaging part constructed with a tie engaging portion and a cross bar constructed so to engage with said bottom engaging part and the rail base that rotational movements of said bottom engaging part about a longitudinal axis below the rail will force surfaces of said bottom engaging part into engagement with the bottom of the rail and thereby produce pressure {it said bottom engaging part upon the bottom' of the rail and that longitudinal movement of the bottom engaging part in relation to the rail will produce angular movement of the cross bar and automatically increase the gripping action.

13. A device for preventing the creeping of rails provided with means for giving it a stationary position with respectto the roadbed and with rail clamping means comprising a yokevand a key member which is forced into position by transverse angular movement in relation to said rail.

14. A device for preventing the creeping of rails. comprising a bar having a jaw at one end adapted to grip one edge'ot the rail base and an arm adapted to grip the rail base between said bar and said means and means for giving the device a fixed position in the roadbed in opposition to the tendency of the rail to creep.

15. A device for preventing the creeping of rails, comprising a rail base gripping ele ment transversely disposed in relation to the rail and a part so engaging the bottom of the rail base and said element as to be rota table in a plane transverse to the rail.

16 A rail anchor, comprisinga rail base engiging' and clamping element and a rail engaging part so engaging the rail and said element below the rail as to permit angular movements of said part abouta longitmlinal axis and angular movements oi. said element about a transverse axis. 1

17. A rail anchor, comprising a rail gripping member engaging the rail base at opposite sides and a tie engaging element adapted to so engage the rail bottom and. said member as to be movable angularly transversely and as to permit said member to move 'angularly about two axes transversely and vertically disposed with relation to the rail.

1?. A rail anchor provided with means for giving it a stationary positionxwith respect to the roadbed and with rail clamping means comprising co-engaging members having a 3i;

cam action with eac. other and the rail, one of which rotates about the other in a plane transverse to the rail in being forced into position.

19. A rail anchor including a transverse member havin a a portion cons ructed to engage with the ottom face of a rail base a gripping aw formed on one end and an arm constructed with a portion adapted to engage:

thereto, whereby said jaw may be tightened on the rail base at one side and said arm be caused to engage the vertical edge of the rail base at the other side. i

20. An anticreeperprovided with means for givin it a stationary position with respect to the roadbed and with rail chi: ping means comprising (ac-engaging mamb haw in a cam relation with each other and the rail, one of which embraces the rail and gages opposite edges thereof and the other of which is forced into position by transverse angular movement in relation to the rail.

21. In a rail anchor the combination of a yoke adapted to extend around the base of a rail and cam means, movable angularly about an axis longitudinally disposed in relation to the rail, interposed between the yoke and the bottom of the rail.

22. In a rail anchor, the combination of a yoke adapted to extend around the base of a rail. and a cam, provided with a tie abutting flange and arranged to rotate in a plane transverseto the rail, interposed between the yoke and the rail bottom.

23. In a rail anchor, the combination of a yoke adapted to extend around the base of a rail and engage one vertical edge thereof and a cam, provided with a tie engaging portion, forced in between said yoke and the rail bottom by angular movement in a plane transverse to the rail.

24. In a rail anchor the combination of a yoke formed with. a jaw engaging one side of the rail base, and an arm at the other end engaging the -1ippe1' surface of the rail base, and a cam member movable angularly about said yoke in a plane transverse to the rail intiprposed between the rail bottom and said yo e.

25. A device for preventing the creeping of rails, comprising a bar having at one end a jaw adapted to grip the rail base at one side of the rail and at the other end an arm adapted to grip the upper surface of the rail base at the other sideof the rail, means engaging the rail base and said bar adjacent said arm operative to lower the end of said bar to eflect the ri in action and means for iving the device a fixed position in the road ed in oppositionv to the tendency of the rail creep.

26. A. rail anchor, comprising a member extending beneath the rail havin inwardly extending arms at the two en s thereof adapted to rip the top of the rail base at opposite si es of the rail, means engaging one end of said member and the bottom of th'e'rail base adjacent said end' operative to lower said end and to cause said member to exert downward pressure-upon the top of the rail base and said means to exert upward pressure upon the bottom thereof and means for roa ed in opposition to the tendency of the rail to creep.

27, A rail anchor, comprising a spring member having a jaw at one end adapted to grip one side of the rail base an arm at the other end adapted to grip the top and edge of the. other side of the rail base, means engaging'said member and the rail base adjacent said arm operative to lower the end of said member whereby said member is sprung froma normal condition andcaused to press parts thereof toward each other and against the opposite sides of the rail base and to press parts thereof down upon the top and said means up against the bottom of the rail base by the spring action of said member in ving the device a fixed position in the tending to resume said normai condition and means for giving said anchor a fixed position in the roadbed in opposition to the tendency of the rail to creep.

28. A rail stay, comprising a part extending beneath the rail having at the ends thereof portions engaging the top of opposite sides of the rail base, means engaging the rail bottom adjacent one end of said bar operative to lower said end and spring said bar from a normal condition, whereby said bar exerts pressure downwardly upon the rail base and upwardiy upon said means in tending to resume said normal condition, and means enga ing a; tie and holding said bar in spaced refi tion to said tie.

29. A- rail anchor, comprising a spring member extending beneath the rail and having at one end a jaw gripping one edge of the rail base the other end of said member being turned inwardly to engage the top of the other side, of the'raii base, a rail gripping part engaging said member and the rail bottom adjacent one end ofsaid member operative to lower said end and spring said. member from a normal condition, thereby causing said member to press downwardly upon the top of the rail base and upwardly against said part in tending to resume the position from which. it was sprung, and means for giving one of said parts a fixed position in the roadbed in opposition to the tendency of the rail. tocrcep. r

30. An anticreeper, comprising a spring member extending beneath the rail and havlng at one end a aw gripping one edge of the rail base and at the other end a portion engaging the opposite edge and the top of the rail base, a rail bottom gripping part engaging said bar adjacent said rail base edge engaging portion, operative to lower the end of said bar and spring it from a normal condition and to ashes said bar to press parts thereof toward each other and against opposite edges of the rail base and to press parts of the anticreeper down upon the top and up against the bottom of the rail ham in tendingto resume said normal condition, and means for giving one of said elements a fixed position in the roadbed in opposition to the tendency. of the rail to creep.

31. A device for preventing the creeping of rails provided with means for giving it a stationary position in the roadbed in opposition to the tendency of the rails to creep and with rail clamping means comprising a rail bottom engaging part and a yoke embracing the rail base and said bottom engaging part held against movement in relation to said bottom engaging park-either forwardly or baclrwardiy.

32. A rail. anchor, comprising a bracing element entendi 9; around of the raii and a membn,

rail em" the base bracing'eiement extending around the base of the rail and a tie engaging member which intervenes between the bottom of rail and said rail embracing element and has *i eho'uiders adapted to engage opposite sides of said rail embracing elementand hold said element inspaced relation to a tie.

A rail stay, comprising a yoke and a tie engaging part which intervenes between the rail bottomand said yoke and isprorided with; means whereby the lower portion of said yoke is held against either forward or backward movement but is permitted to more angulariy,

A rail anchor, comprising a member adagited to extend around the base flange of the rail and a part which intervenes be tween said member and the rail bottom and 2e provided with tie engaging portions at J oppositesides of said yoke.

An anticree er, comprising a tie eneieinent a apted to lie beneath and in contact with the bottom of the rail and @mvidedwith shoulders adapted to engage opposite sides of a yoke and a yoke adapted to extend around the rail ham and said ele .ment and to press said element up against the bottom of the rail.

' said 37. A rail stay, comprising an element engaging the bottom of the rail'base and provided. with a bearing seat and means for giving said element a fixed position in the roadbed and a yoke embracing the rail-base and said element and pressingsaid element up against the rail'bottom, said yoke and element so engaging the one with the other that movement of the rail either forward or backward in relation'to said element will effect angular movement of said yoke and thereby increase the grip of the device upon the rail base.

38. A device for. preventing the creeping of rails, comprising a member adapted to lie. in contact with the rail bottom and prov vided with means adapted to engage the faces of two adjacent ties and a yoke adapted to extend around the rail base and said member to press said member up against the bottom of the rail base. i

39, A device for limiting the longitudinal movement of rails in either direction comprising a yoke member which embraces the rail base and a rail bottom engaging element provided with portions adapted to engage faces of two adjacent ties, which intervenes between said yoke member and the bottom of the rail base.

In presence of- R. T, BELL, N. G. Jmmmos.

H. G. GILLMOR. 

